Roadway, &amp;c.



No. 779,296. PATENTED JAN. 3, 1905. D. N. LONG, DECD.

M. A. LONG, EXEOUTRIX.

ROADWAY, am.

APPLICATION ET) I)` 0.8. 1903.

UNITED STATES Patented January 3, 1905.

PATENT OEEICE.

DAVID N. LONG, OF WAYNESBORO, PENNSYLVANIA; MARY A. LONG EXEOUTRIX OF SAID DAVID N. LONG, DEOEASED.

ROADWAY, &C.

SPECIFICATION forming part of Letters Patent No. 779,296, dated January 3, 1905. Application filed December 8, 1903. Serial No. 184,359.

To LZ whom, it muy concern:

Be it known that I, DAVID N. LONG, acitizen of the United States, residing at Waynesboro, in the county of Franklin and State of Pennsylvania, have invented certain new and useful Improvements in Roadways, &c., of which the following is a speciiication.

Figure I is a cross-section of a brick roadway in which the wagon-wheel tracks A are shown made of two rows of bricks c, laid flatwise and at an angle from right angle with the line of' the road, so the center joints will not be in line with the movement of the wagonwheels and will thus prevent the formation of ruts at the jointsbetween the brick, which is the preferable position in roads where the trafc is not too heavy, as there are also fewer joints between the bricks, which should also have square corners, and consequently smoother wheel-tracks will result than when the bricks ci are set on edge, as should be done for very heavy traffic. The bricks forming these wheel-tracks should be set in concrete and well leveled by forcing a straight-edge down upon them before the concrete has hardened. This may be rapidly done, especially when a slow-setting concrete is used, by laying a board or boards or other leveler with nearly a straight surface, preferably of hardwood, upon the tracks and running a roller over them or forcinga weight down upon them, which should level most of them, after which any that remain lower than the main average may be leveled by hand. The upper surfaces of the center bricks should be somewhat higher than the track-bricks a to form sort of ridges where they meet to measurably prevent the wagon-wheels from leaving the tracks A. The center bricks b should also be slightly crowned to freely and quickly carry all surface water and mud to the wheel-tracks A A. The wheel-tracks should also preferably slope slightly outward to quickly carry all Water and Inud oi their sides. The center bricks?) are preferably' set on edge where brick are plentiful and should have rounded corners or have considerable space between them to prevent the horses feet from slipping upon them and to give a good foothold for the horses.

l Where good stones are plentiful, they can be used to fill the spaces between the tracks A A and on the outside of said tracks, especially if of good size-say three to four inches in diameterand the spaces between them are filled with a Portland cement or coal-tar, asphalt, or similar substance to prevent their raveling from the action of the horses feet. In some cases it may be preferable to use wooden blocks instead of the center bricks, as they will be softer, and consequently more attractive for the horses, and also cause less noise, which is of special advantage in city streets. The wooden blocks should be set on edge, with with Portland cement. After being thoroughly dried they may have their pores partly Yor wholly filled with coal-tar, asphaltum, or other preservative, preferably diluted to the proper thinness by mixing with crude petroleum or other dilutent, into which the upper surfaces (when placed in the road) may beimmersed, or the preservative may be applied to their upper surfaces, preferably in a heated condition, after they are placed in the road and before they are grouted. These blocks may be made of waste lumber, like slabs from a sawmill, especially if their upper surfaces are sawed on a circle conforming to the crown of the road. Where the center is paved with bricks, the upper surfaces of the bricks may also be curved toconform with the crown of the road.

As shown in Fig. II, Wide stones or narrow stones b2, having good wearing qualities, may be used to Iit into the jogs in the inside of the wheel-tracks A, or such stones may be used occasionally where the traffic is not too heavy. The stones 62 or short bricks 3 may also slope toward the tracks A, as may also the bricks 5*, to carry the wagon-wheels upon the tracks A. Outside of the track-bricks o may be used a surface of burnt clay where stones are scarce; but where stones are plentiful I prefer a layer rtl' of crushed stone, which may rest upon a foundation Z of burnt clay, gravel, or other cheap road material, or the center of the road may be of brick, with a driveway on one side of gravel or burnt clay enough space between them to be well grou ted and an earth driveway on the other side to suit all kinds of traffic at all seasons. This foundation, which can be cheaply made of burnt clay, may also extend under the whole roadway, as shown in Fig. I. Upon it may Arst the cement-concrete base c for the tracks concrete c and their tops'well leveled by forcing a slightly-bowing piece of hardwood or other substance down upon them while the cement is still soft. By thus securing smooth tracks for the wheels nearly all the traflic will be confined to them and enable a heavy sod to grow up to them on each side, thus keepin'g the Sides in good shape even without much or any stone in most cases. Burnt clay may also be cheaply used for a foundation for macadam roads, with a thin layer of surface stone to take the wear of the wagon-wheels. A shallow layer of sand CZ may be placed on the foundation d, into which the bricks may be bedded and their surfaces well leveled, when the spaces between the bricks and the spaces in the sand d may be filled with a grouting of Portland cement poured into the spaces between the bricks 7).

Where an old road-bed is reasonably solid, the foundation CZ may be dispensed with, in which case the concrete c may be placed directly on the old road-bed. The concrete c may also extend inwardly from the tracks A to securely hold up the ends of the center bricks next to the tracks A, and it may also extend outwardly from the tracks A to hold up the material next to the tracks A and measurably prevent the formation of ruts along the sides of the tracks A.

In many cases where the traflic is not too heavy burnt clay may be substituted for the center bricks b, especially if the larger pieces are placed on top and it is grouted with Portland cement, tar, asphaltum, or other substance after being rolled or otherwise properly compacted and if good stones or b2 are used along the tracks A.

I/V here brick aie scarce, the center bricks may be laid iiatwise, especially if they have a good-sized lengthwise groove in their upper sides, to give a foothold for the horses.

By using a concrete base only under and near the tracks A, I secure the greatest solidity for the tracks A, which are subjectto the greatest weight, at the minimum of expense. The center between the tracks A, having only to usually carry the weight of the horses, does not require so expensive a foundation as the tracks A, which carry the weight of the loaded wagons.

As shown in Fig. II, the track-bricks a a may be set crosswise at an angle of about sixty-eight degrees from the line of the road, and preferably at right angles with the usual direction of the wagon-wheels when returning to the tracks after turning out in passing' teams. This arrangement leaves desirable The bricks a a should be bedded in thel notches or depressions in the sides of the tracks A, into which on the inner sides the stones b' or b2 of the bricks b3 may project to carry and keep the wheels well upon the tracks A and away from the outer ends of the bricks a, and thus prevent any tendency to form ruts along the sides of the tracks A.

Vhere the stones or b2 are not used, irons b5 may nearly fill the triangular space at the ends of the bricks 3 and between said bricks and the track-bricks a and extend somewhat Linder the outer ends of said bricks b3 and be securely held in place thereby. The irons b should also extend above the bricks a to keep the wheels upon the tracks A. In this case and others it may be preferable to arrange the center bricks so the ends of the full-sized bricks will extend into the notches in the tracks A, and the short bricks, if any', may be placed nearer orin the crosswise center of the series of bricks Z). The ends of the center bricks next to the tracks A may be shaped to closely fit into the depressions in the tracks A. On the outsides of the tracks A stones or bricks or other paving-blocks e may occasionally be fitted into the jogs in the tracks A and extend above said tracks and outwardly therefrom, as shown in Fig. II, to'leave adepression e between their outer ends and the tracks A to catch and positively carry the wagon-wheels upon the tracks A without a possibility of their forming ruts alongI the sides of the tracks A. Between the stones e may be located smaller stones e, which may be fitted into the jogs of the tracks A, with their tops nearly level with the tracks A. By placing the bricks a a at an angble about as shown the center joints between the ends of the bricks L are at an angle from the usual direction of the wagon-wheels, and thus largely prevent the formation of ruts in the tracks A, which would be the case if the bricks (o a extended crosswise with joints in the direction of the movement of the wagon-wheels.

In Fig. III, I show the tracks A made of bricks g, having' slanting ends and so laid as to form jogs on the sides of the tracks A, into the outer ones of which the stones f and f may be fitted and project about as shown in place of the stones e and e2. (Shown in Fig. 1I.) By this arrangement there will be asolid brick between the center' joints on any line lengthwise ofthe tracks A, and the center bricks b will nicely fit into the track-bricks g, while the bricks g can all be made alike. The bricks g g may also be arranged to largely prevent the formation of ruts at their joints by using bricks with square ends, but differing somewhat in length, as shown by g and g2, the shortest brick g extending outward farthest, so the space between the center joints will be considerably greater than the side jogs of the bricks. The same end may also be measurably attained by building the wheeltracks A at such a distance that the wagon- IOO IIO

IIS

wheels will mostly be conned to the inside bricks of the tracks. f

In sections where good paving-brick material is scarce ordinary clays may be used for the main body of the bricks, especially if wire-cut, and a thin layer of clay or shale having a large per cent. of iron or aluminium, or

both, may be made to cover the side subjected l to wear by being securely attached to the sides of said brick by being pressed partly into the spaces left by the wire-cutting process by means of re-pressing said bricks with said layer on one side or edge before said bricks are dried or burned.

The tracks A may also be located so the wagon-wheels will travel near the center of the outer bricks, while the horses, when two :are used, can readily travel on the even tracks A.

What I claim as my invention, and desire to secure by Letters Patent, is-

1. In a wagon-road, wheel-tracks of two rows of bricks, having square upper corners or edges placed at an angle from right angle with the line of the road, substantially as set fort i.

2. In a wagon-road, wheel-tracks of two rows of bricks having square upper corners or edges placed at an angle from right angle with the line of the road, with the center joints on an angle from the usual direction of the wagon-wheels, to prevent the formation of ruts along the joints between the bricks, substantially as set forth.

' 3. In a wagon-road two wheel-tracks of bricks or paving-blocks, with the joints between the bricks at an angle from the line of the road, substantially as set forth.

1I. In a wagon-road two wheel-tracks of lbricks set at an angle from right angle with the line of said road, thereby forming projections and recesses on each side of said tracks, subl.is

stantially as set forth. i

5. In a wagon-road two wheel-tracks of bricks set at an angle from right angle with the line of said road, thereby forming projections and recesses on each side of said tracks, stones or bricks fitted into said recesses, as described.

6. Ina wagon-road the combination of two wheel-tracks of paving bricks or blocks, and

stones or bricks between and above the line of said bricks, substantially as set forth.

7. In a wagon-road, two wheel-tracks of bricks laid so as to form recesses on the inner sides thereof, of such a length that crosswise bricks between said tracks will fit into said recesses.

8. In a wagon-road, two wheel-tracks of bricks laid flatwise at an angle from the position of crosswise bricks between said tracks, and forming recesses in which the crosswise brick on edge are fitted, substantially as set forth.

9. In a wagon-road, two wheel-tracks of bricks laid so as to form recesses on the inner sides thereof, of a length equal to the width of one or more crosswise'bricks located between said tracks, stones of good wearing quality fitted into some or all of said recesses, substantially as set forth.

10. In a wagon-road, two wheel-tracks of bricks laid so as to form recesses on the inner sides thereof, of a length equal to the width of one or more crosswise bricks located between said tracks, stones of good wearing quality fitted into some or all of said recesses, and sloping toward said tracks, as described.

11. In a wagon-road wheel-tracks of brick placed at an angle of about sixty-eight degrees from the line of said road, forming ref cesses in the sides thereof, substantially as set forth.

12. In awagon-road, wheel-tracks of brick placed at an angle of about sixty-eight degrees from the line of said road, forming recesses in the sides thereof, stones or bricks projecting into said recesses on the inner sides thereof and extending above the level of said 

